FLIGHT, NOVEMBER 9, 1933
As
THE SPARTAN " CRUISER "
S our readers know, a Spartan " Cruiser " is now
in Australia, having been chartered by Mr. Craw
ford Green and flown out there by Mr. Lynch
Blosse. This machine is well adapted for use in
the Dominions, where a high percentage payload is desir
able, particularly so as it is coupled with a good top
speed. Below we give not only performance figures, but
also a diagram of the alternative cabin arrangements which
are possible, and a table showing the weight distribution
for these various arrangements. It should be noted that
these figures are based on an all-up weight of 5,800 lb.,
but it should be borne in mind that application is being
made to increase the weight still further, and it is ex
pected that it will shortly be possible to obtain a certi
ficate of airworthiness for an all-up weight of 6,000 lb.
Spartan " Cruiser " 3-engined Monoplane
(Hermes IV or Gipsy III)
3,650 lb. (1 655,6 kg.)
767 ,,
73 „
170 „
960 „
180 „
5,800 lb
(
(
(
(
(
(2
347,9
33,1
77,1
435,4
81,6
630,8
„ ) .. )
„ )
.. )
.. )
kg.)
Tare weight
Fuel (100 gall.) (454-6 lit.) =
4£ hr. or 550 miles (885,1 km.
Oil (7£ gall.) (33 lit.) ..
Pilot
Passengers—6
Luggage—30 lb. (13,6 kg.) per
passenger
Total
Garaging width—56 ft. (17 m.)
The normal fuel capacity of 122 gall. (554,6 lit.) is
carried in two wing tanks, but extra tankage up to a
total of 174 gall. (791 lit.) can be supplied as a standard
extra. Tankage or number of seats can be arranged to
suit requirements.
Performance, with full load
Maximum speed at sea level 140 m.p.h. (225,3 km.p.h.)
Cruising speed
Stalling speed
Climb at sea level
Take-off run
Landing run (brakes, still
air)
Fuel consumption (cruising)
»» », >,
Fuel range (with 100 gall.)
(454,6 lit.)
118 „ (189,9 „ )
57 „ ( 91,7 „ )
700 ft./min. (3,6 m./sec.)
175 yd. (160 m.)
120 ,, (109,7 m.)
21 gall./hr. (95,5 lit./m.)
5-6 miles/gall. (2 km./lit.)
4-76 hr., or 550 miles
(885,1 km.)
With any two of its engines it will climb to 5,000 ft.
1 524 m.) and maintain that height with full load.
Power loading (normal)
Wing loading
Cabin, 10 ft. 10 in. x 4 ft.
6 in. x 3 ft. 9 in. (3 318
mm. X 1 380 mm. x
1 152 mm.)
Luggage compartment
16-1 lb./h.p. (7,3 kg./h.p.)
13-5 lb./sq. ft. (65,9
kg./sq. m.)
182 cu. ft. (5,2 cu. m.)
10-5 cu. ft. (0,29 cu. m.)
TRANSATLANTIC AIR MAIL ROUTES
/'""mr-'HE Prime Minister of Newfoundland, Mr. F. C.
*•' I Alderdice, when interviewed concerning the state-
JIL ment of Sir Eric Geddes that Imperial Airways had
come to a satisfactory understanding with the
Canadian and Newfoundland Governments regarding the
possible operation of a North Atlantic air route for an air
mail service, stated that Pan-American Airways had sought
facilities for a New York-Newfoundland service, but that
as Newfoundland was already committed for 15 years to
Imperial Airways, which had been given exclusive rights for
air-base purposes, Pan-American Airways had to make
arrangements with them.
Conferences were held during last July at St. John's,
Newfoundland, between the Governments of Great Britain,
Canada and Newfoundland to discuss the matter. Great
Britain was represented by Col. Shelmerdine, Director of
Civil Aviation, and Imperial Airways and Pan-American
Airways were also represented. The terms of the agree
ment were not published, but it is understood that they
were satisfactory to all concerned. Presumably the possi
bilities of the route via Greenland and Iceland, and also
the direct crossing from St. John's to Ireland, were dis
cussed. The latter is the more direct, but the sea crossing
•J 4- + +^
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This diagram shows the alternative cabin arrangement for
the new Spartan " Cruiser."
is so long (Alcock and Whitten Brown in their " Vimy "
covered 1,950 miles) that not much payload could be
carried. The Iceland-Greenland route permits of shorter
stages and consequent refuelling, but the weather is very
unfavourable, and the route is not likely to be suitable for
passengers. Even the pilots of mail planes would run
considerable risk. Col. Lindbergh has recently flown over
this route on behalf, it is understood, of Pan-American
Airways, and he is reported to have said that if the route
is operated, " there must be no forced landings." Marshal
Balbo and his squadrons also followed this route, and drew
a terrifying picture of the ordeal of flying blind through
the fogs. In 1924 two American Army seaplanes, Douglas
machines with " Liberty " engines, also made this crossing,
having lost a third machine which forced landed north
of the Faroe Islands. At the same time, Signor Bocatelli
and his companion tried the same route in a " Wal," but
were forced down by bad visibility, and were rescued by
an American cruiser, which had also picked up the missing
Douglas machine.
It is expected that Pan-American Airways, in conjunc
tion with Imperial Airways, intend shortly to open a
service between Bermuda and New York. British interests,
of course, control the Bermuda base. As no British
aircraft has yet been produced which could make this
flight with any useful payload, it is presumed that
American flying-boats will be used for the present, but
Imperial Airways will retain the right to participate at a
later date when it becomes desirable to do so. It should
be remembered that the Azores are now a free airport, as
the concession to France has come to an end.
The Germans are about to open their experimental
service across the South Atlantic, using the steamer West-
falen as a refuelling point. This vessel is using the trailing
apron as a means of helping the boats to land and be
hauled on board, and there is a catapult device for
launching them from the ship.
THE FOKKER F.XXXVI
/^"IT-'HE first of the new airliners which Fokker is build-
*J III ing for the K.L.M. Amsterdam-Batavia service,
HI and which bear the number F.36, is now well on
the way to completion. It follows hard on the
heels of the F.20, which has now completed its trials and
will be put into service next spring on the Scandinavian
service.
The new aeroplane has a length of 78 ft. and a wing-
spread of nearly 108 ft. Its weight unloaded will "e
1120